Electric ignition system for internal-combustion engines.



A. DIEMBR.

ELECTRIC IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES! APPLIGATIOI. FILED JAN.15, 1913.

1,056,512. Patented Mar.18,1913.

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m I ESE ES mk/EIJTD R Q14 #0200 fi/mer A. DIEMEE. ELECTRIC IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES.

Patented Mar. 1 8, 1918.

APPLICATION FILED JAN. 15, 1913.

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UNITED STATES PATENT OFFICE.

ANTON DIEMER, OF STUTTGART, GERMANY, ASSIGNOR TO THE FIRM OF ROBERT BOSCH, OFSTUTTGART, GERMANY.

ELECTRIC IGNITION SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Mar. 18, 1913.

Application filed January 15, 1913. Serial No. 742,167.

. To all whom it-mag concern:

- Be it known that I, ANTON Diem-1R, a subjectof the Emperor of Germany, residing at and whose post-otiice address is Lerchen-' strasse 77, Stuttgart, Germany, have in vented certain new and useful Improvements in Electric Ignition Systems for Internal- Combustion Engines; and I do hereby declare the following to be a full, 'clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to an electric ignition system for an internal combustion engine wherein there is employed a service magneto driven from the engine for ignition during normal running, and a starting magneto driven independently of the engine for ignition during starting; and more particularly to such a system embodying means operative at will through the intermediacy of the independent driving mechanism of the starting ma neto for rendering the service magneto ine ective for producing ignition sparks, whereby the ignition system may be rendered inoperative in order to stop the engine or in order to prevent an unauthorized person from operating the en-' gme.

In the preferred embodimentof my invencan thennot be used to normally run the I I I n englne. Furthermore the service magneto is automatically rendered efl'ective again for producing ignition sparks during normal running merely by replacing 'the' handle in position to manually drive the starting magneto to start the engine,

In theaccompanylng drawings illustrating my invention; Figure 1 represents. a 1ongitudinal section of the essential parts in application to an'automobile, as an example, some of the parts being shown diagrammatically; Fig. 2-represents a corresponding view of a modification within my invention;

Fig. 3 is a section on line 33 of Fig. 2; and Fig. 4 is a section on line 4-4 of Fig. 2.

In the modification of Fig. 1, the starting magneto and the manually operated mechanism for driving it, are arranged on the dash-board a of the automobile within easy reach of the chaufi'eur, and in such a way as to be electrically insulated from the engine E. The housing I) carries a metal bushing 0 into which is screwed a socket e of insulating material. The metal" sleeve d is embedded in the socket e and is electrically connected with the binding post f. The retatable hollow shaft 9 is journaled in the bushing 0 and in the wall of the housin b. The hub 2' of gear h is fastened to the shalt g by a pin'lc so that the gear engages with the ing magneto m. Furthermore, when the operating handle 12 occupies its normal driving position, the' pin is. lies in the slot 0. The rod 79 is guided in the disks q and r,

handle 11-, while its other end sof insulating material'normally lies against the sleeve t, which is pressed forward in the sleeve d by the spring a. An enlarged disk at one end of the sleeve z" lies between the abutment flange o of the bushing c and the end of the hollow shaft g as shown. The handle n is held in its normal driving position by a spring loop a, resting in a groove in the handle n and sliding in an axially extended groove in shaft 9 as shown, so that the handle is held against unintentional longitudinal displacement or removal.

The longitudinally movable disk 1*. is

ment within the hollow shaft g. The shortneto A is electrically connected to one terminal of the primary winding of the armature in the usual, way, and also by conductor y to the binding post f. The housing 6 is engine E by means of conductor 2 extending from-the binding. post a.

The operation of the apparatus shown in Fig. 1. is as follows: When the handle a is turned, the armature of the starting magneto m is rotated rapidly, thereby producing a succession of ignition currents which are tributer 'D of-the service magneto A, and

gear Z upon the armature shaft of thestait' pressed by the springw against an abut conducted by a conductor C to the dis-.

and its end p rests against the hub of the v circuiting binding posta: on the service magelectrically connected to the frame of the i 30 neto m, the rod 7) is moved longitu combustible mixture therein and causing the.

5 engine to start and to run up to its normal operating speed. As soon as. the engine is.

running normally, the operation of the .starting magneto may be discontinued, and the service magneto will furnish the currents for ignition. The parts of the igni- I tion system will then be in the position shown inthe drawing. If, however, the engine is to be stopped by cutting ofi the ignition, the handle 11. is depressed, whereupon the spring 10 is compressed until the projection of the sleeve t is forced against the flange 4) through. the intermediacy of the rod p,-so-that the binding post 11:, is electrically connected to the frame of the en- .gine E by way of the conductor 3 binding post f, sleeves d and t, b shing 0, housing I), binding post 2, and con uctor 2,. The primary winding of the service magneto A is consequently short circuited since its other 5 terminal is grounded in the usual way, so

that the service magneto is then ineffective to produce ignition sparks at the spark plugs F. If the handle n is removed from the driving mechanism of thestarting mag- I inally by the spring u until the projection of sleeve 23 comes'into engagement with the end of the hollow shaft 9. In this way also, the'primary winding of the service magneto A is short circuited through substantially {the same path as before. I

Fig. 2 shows a modification of my inven-. tion differing from the construction of Fig.

1 principally in the fact that the driving. 40 mechanism for the starting magneto mcomprises a screw-gearing consisting of a longitudinally movable rod 5 with a helical slot 8, into which projects a pin 7 carried by the rotatable hollow shaft 3, which is suitably journaled in thebushing 4 and the wall of the housing Z) in the space between the armature and the field magnets of the starting magneto m. The bushing 4 is provided with a square hole for guidin the I squared extension of rod 5 in its longitudinal movements against the stress of spring 6, and consequently such longitudinal movement of the rod 5 rotates shaft 3 and' the armature of the startmg magneto m through the intermediacy of the gears h and l.

The handle 9 is provided for moving the rod 5 longitudinally, this handle being guided in a nipple 10 of housing 6. One

6 portion of the handle is covered withinsulating material 11, while its opposite side is provided with depressions 12 and 13. A spring finger 14 is adapted to engage either of these depressions to hold the handle. in position to which it is adjusted. The nip- 'magneto into operation. I tion shown, the crosssectlon shown n Fig 4 is used for this purpose.

ple 10 carries the binding post 15, which is electrically connected with the binding post a of the starting magneto A by means of the electrical conductor 3 and the housing I) is connected to the engine frame by the conductor 2,.

A conducting sleeve 16 is guided within the binding post 15 and is pressed by the spring 17 against the insulating portion 11 of the'handle 9 when the handle occupies its normal operating position. If the handle 9 is now pressed inwardly, the contact piece 16 slides upon the insulating portion 11, so that while the starting magneto is being rotated in this way the service magneto is efl'ectiv'e for producing ignition sparks at the spark plugs F of the engine E when the engine reaches its normal running speed. When the handle 9 is released, the spring 6 forces it back into the position shown in the drawing andthe spring 14 snaps into the depression 13 and holds the handle in that position. a

The engine may be stopped during its normal operation by withdrawing the handle 9 to the position in which spring 13 rests in the depression 12. The conducting member 18, which is longitudinally movable on the outer end of the rod 5, is forced by the spring 19 to follow the handle until it touches the contact 16, whereupon the service magneto A is rendered ineffective to produce ignition sparks as a result of the short circuit path extending from the binding post a: through the conductor 3 the driving mechanism, and through the conductor .2 from the housing I) to the frame of the engine E. lVhen it is desired to render the ignition system inoperative'for starting, the handle 9 is completely removed from the driving mechanism of the starting magneto, whereupon the contact pieces 18 and 16 remain in engagement to permanently short circuit the service magneto until the handle 9 is'again replaced in its normal operating position. By this means, no unauthorized person can' start the engine from rest by means of the starting magneto or can cause the service magneto to furnish ignition currents. The handle 9 preferably hasan unusual cross-section adapted to fit within an engaging guide in the nipple 10, so that it becomes impossible, as a'practical of' this unusual kind to put the starting In the construc- Having thus described my invention, what I claim is:'.- f

1. In an electric ignition system for an internal combustion engine, the combination with a service .magneto arranged to be driven by the engine .to produce ignitlon sparks during normal running, astarting matter, for anyone not provided with a key ing starting,v and driving mechanism independent of the engine for driving the starting magneto, of a normally incomplete short-circuiting path for rendering the service magneto ineffective to produce ignition sparks, and means for completing said short-circuiting path atwill through the intermediacy of the independent. driving mechanism of the starting magneto; sub stantially' as described.

2. In an electric ignition system for an internal combustion engine, the combination with a service magneto arranged to be driven by the engine to produce ignition sparks during normal running; a starting magneto' for producing ignition sparks duringstarting,-and driving mechanism independent of the engine for driving the starting magneto and including a removable part, of a normally incomplete short-circuiting path for rendering the service magneto ineffective to produce ignition .sparks, and means effective upon removal of said removable part for completing said short circuiting path; substantially as described.

3. In an electric ignition system for an internal combustion engine, the combination with a service magneto arranged to be driven by the engine to produce ignition sparks during normal running, a starting magneto for producinglignit-ion sparks dur ing starting, and driving mechanism independent of the engine for driving tl1e starting magneto and including a removable manually-operated handle, of a normally in complete sl wrt-circuit-ing path for rendering the service magnet ineffective to produce ignition sparks, and coiiperating contacts electrically connected in said short-circniting path and arranged to be separated to inter rupt said short-circuiting. path whenthe handle is in its normal operating position and to be in engagement to complete said short-circuiting path when the handle is removed; substant-ially as described.-

4. In, an electrical ignition system for an internal cgmbustion engine, the combination 'with a- ,service magneto arranged to be driven the engine to produce ignition sparks during normal running, a starting magneto for producing ignition sparksduring starting, and driving mechanism independent of the engine for driving the starting magneto and 'includii'ig a removable manually-operated handle. of anormally incomplete short-circuiting path arranged to render the service magneto ineffective to produce ignition sparks and including two contacts separated from each other and electrically connected, ,and a spring pressed contact member, the arrangement being such that when the handle is in it's normal driving position the contact member is'out of engagement with both of said contacts, while when the handle is pressed beyond its normal driving position the contact member engages one of said contacts, and when the handle is removed the contact. engages the other of said contacts; substantially as described.

5. -In/an electrical ignition system for an internal combustion engine, the combination with a service magneto arranged to be that when the handle occupies its normal operating position for driving the starting magneto the short circuiting path is main tained incomplete, while the removal of the handle etl'ects' the completion of the short circuiting path: substantially as described.

(3. l'nan electrical system jor an internal combustion engine the combination with a service magneto arranged to be driven by the engine to produce ignition sparks during normal running. a starting magnet for vproducing ignition sparks during starting, and screw. gearing independent ofthe engine for drivi 1g its starting magneto and including a depr'essible operating handle which is removable, of a normally incomplete short circuiting path arranged to render the service magneto ineltective to produce ignition sparks and includiugtwo cooperating contacts, the arrangement being such that when the handle occupies its normal operating position for driving the starting magneto the cooperating contacts are separated so as to maintain the short-circuiting path incom-- plc e, while when the handle is partly, withdrawn or is entirely removed the coiiperating contacts engage each other and thereby complete the short-circuiting path; substantially as described.

In testimony whereof I attix my signature, in presence of two witnesses- ANTON DIEMER.

Witnesses PAUL W'ommurr, Hanan-mu SCHNEIDER.

It is hereby certified that in Letters Patent No. 1,056,512, granted March 18, 1913, npon the application of Anton Diemer, of Stuttgart, Germany, for aniniprovement in Electric Ignition Systems for Internal-Combustion Engines, errors appear in the printed specification requiring correction as follows: Page 1, line 77, for the I reference-letter p read 1),; page-3, lines 38 and 95, for the word magnet read magnet 0; and that the seid Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Oflice.

Signed and sealed this 6th dey of May, D., 1913. we c. BILLINGS,

Acting Commissioner of Patents. 

